Railway braking apparatus



y 1932- H. c. CLAUSEN 1,868,493

' RAILWAY BRAKING APPARATUS Filed Jan. 14, 1932 2 Sheets-Sheet 1INVENTOR. Harold C. Clauselz.

HIS A TT ORNE Y.

July 26, 1932. w H. c. CLAUSEN 1,853,493

- RAILWAY BRAKING APPARATUS Filed Jan. 14, 1952 2 Sheets-Sheet 2 HaroldQauSen.

(CL MW H16 ATTORNEY.

PatentedJuly 26, 1932 FEJNEZSEDKSTATES PATENT OFFICE HARO D o. oLAUsnN,or swissvALE; PENNSYLVANIA, ASSIGNOR TO THE UNION SWIiCH & SIGNALCOMPANY, OF SWISSVALEQ PENNSYLVANIA, A CORPORATION or PENNSYLVANIARAILWAY BRAKENG- APPARATUS Application. filed January 14, 1932. SerialNo. 586,556.

My invention relatessto railway braking apparatus,- and particularly toapparatus of the type comprising-braking bars located in of the car; I

1 "More particularly my invention relatesto the traclrwa andino'vable'into-and out of position for engagement with the wheels of acar for the, purpose of retarding the speed apparatus of the typedisclosed and claimed a in an application for Letters Patent of theUnited States filed by Herbert L. Bone, on

' February 19, 1981-, Serial No. 516,883, for

railway braking apparatus. One object of my invention is the provisionof means for improving certain features of the apparatus shown in theaforesaid Bone application.

I will describe three forms of apparatus embodying my invention, andwill then point out the novel features thereofin claims.

In the accompanying drawings, Fig. l is a view showing one formofbraking apparatus embodying my invention. Fig. 2 is a View showing amodification of the apparatus shown in Fig. 1 and also embodying myinvention. Fig. 8 is a view showing another modification of theapparatus shown in Fig. land likew se embodying my invention. 7 Similarreference characters refer to sim- V ilar parts in each of the views. 39

Referring first to Fig. 1, the reference character R designates a trackrail which is sup ported on a block H, and which block in turnissup'ported on a tie T. The block H carries two pivot pins B and Blocated beneath the track rail R and on opposite sides thereof.

Pivotally mounted on the pin B is a lever L having an arm 8 whichextends to the side of the rail R opposite that on which the lever ispivoted. Thisarm carries a braking bar D which. extends parallel withthe track rail R and which is 'ad ustably attached to the arm by meansof bolts 5 and a spacer F. A second lever L is pivotally mounted on thepin B and has an arm which extends to the side ofthe rail opposite thaton which this pivot pin is located which arm supports another brakingbar D attached to the arm in the same manner as the bar D The remain ingarm of lever L is pivotally connected at j "point 6 with a cylinder C,and the remaincooperating with a fixed stop G also fixed to the tie T;

The parts of the apparatus are so adjust-- ed that leverL is biased bygravity to swing in clockwise direction, whereas lever L is hiased bygravity to swing in counterclockwise direction. It follows that when,cylinder C is disconnected from the source of fluid PKGSSLII'Q'ISVGI Lrests on stop G whereas lever L is swung to such position that piston Eis at the upper end of cylinder 0. The braking bars D and D are thenboth retracted from the track rail R, and so are out of engagement witha wheel W passing along this rail. When air is admitted to the upper endof cylinder C, however, lever L will be swungin counter-clockwisedirection and lever L will be swung in clockwise direction therebymoving both brake bars D and D toward the rail B into such positionsthat they will engage the two sides respectively of I the wheel W. Lug11 will then be in engagement with stop G whereas lug will be swung awayfrom stop G It will be noted that bar D swings around point B as acenter. so that when this bar is moved toward the wheel W it also movesupwardly a considerable distance above its normal position. Likewise,bar 1) swings around pivot B as a center, so that the same thing is trueas to this bar. It follows that when the braking bars are in retractedpositions, they are out of the path of any parts of the car orlocomotive, whereas when they are moved into braking positions theybecome elevated so that they engage the wheel surfaces at points wellabove the tread of the wheel. It is well understood that in apparatus ofthis kind it is desirable to move the braking bars downwardly at thesame time they are moved'away from the car wheels, and

this object is accomplished by apparatus embodying my invention ate ;aconsiderably greater degree than with the apparatus illusticsthan thestructureshownin Fig; .1, but it i has thedisadvantage that pits arerequired heneathrrthe track rail to accommodate theoperating leversend'the operating motors.

' Referring now to :Fig. 3, :the apparatus shown {this v-iewzis the sameas that shown 7 in 1, exeeptthatthe :pivot pin B ,1car1}ying the outsidelever L is locatedbelow the pivot pin 13*, :and vthe cylinder C isvertically disposedllhis v@Istructnre has; the

advantageoverthat shown'in Fig. 1,'-that the forces (applied totheepposi'te asides-oi other lever.

rail opposite to that onwhich the lever is pivoted, two braking barsdisposed onopposite sides'of said rail and attached to said two leverarms respectively, and a fluid pressure motor entirely si pported bysaid levers for 0peraiting=saidbraking iibars and involving a cylinderconnected Withfone lever and a piston operating therein connected withthe Railway braking apparatus comprising two levers pivoted below and atopposite sides respectively of a track rail and each 7 "having anarmextending to the sideof the .rail opposite to that on which the lever ispivoted, the pivotal point for ,onelever being below that for the other,twobralring bars disposed on opposite sides of saidmail and attached tosaid two lever arms respectively,

andia fluid gpressure inoto-r supported entirely by said levers ifOI"operating said braking bars and involving a vertically disposed cylinderconnected with one lever and a piston operating therein and connectedwith the other lever. p o. In testimony whereof I afiix my signature.

'. HARQLD' C. CLAUSEN.

car wheel are equal, and the furtheriadvan- V tage :that the reactionseat the forces on pins B and B area-in ,line.,thus eliminating theunbalanced couple which would loe exerted through the-rail supports :tothe 1ties, :resi1lting in secondary stresses.

will, of course, .be amderstood' that in V thecaseofeach form'ofapparatnsembodying myinventiomeachpair of braking bar-s is providedwith a plurality ozf devices, similar to v:thoseshowzn in the drawings,xdisjmsed rat 1 V v intervalssalong 'thebars, substantially in:aocordance with the disclosure of the tape 1 pli'cation, referred"-toabove. V

have'hereinsshown scribed .onlylthreerforms of apparatus rem- ,bodyingLmy invention, .it rlm'derstood that various changes and modificationsmay :he

made therein within the scopeofthe-appended claims, without departingtrom the z-spirit and scope of .mylinventioni V ;Havingfihus describedmylinvention, what I claim is l Railway braking comprising i -two'levers pivoted below land at opposite sidesvres pectively of atrack-rail teach having ;a first varm extend ingto the side or theopposite to that which-thefleneriis apivoted,.twohrakingibars.disposedon oppo site sides otsaidrailandattachedto-said two ating; the other arms of Said .levers -tomove said hars toward and awayjfinom the'raih lever arms.jresp.ective1y,;and means for oper 7 2L fBailway braking-apparatuscomprising two levers pivoted. "below at opposite v sides respectivelyof a track rail ,and each having, an arm extending to the side of the

